Stoker



Dec. 3, 1940.

w. T. HANNA 2,223,989

STOKER Original Filed June 18,1928 3 Sheets-Sheet l INVENTOR William YZ ompson Hanna 6% W ATTORI VJ EYS Dec. 3, 1940. w T, HANNA 2,223,989

STOKER Original Filed June 18,1928 3 Sheets-Sheet 2 r x I INVENTORY Walham 7330211 25021 Hanna W. T. HANNA Dec. 3, 1940.

STOKER Original Filed June 18,1928

3 Sheets-Sheet 5 I I n I I I INVENTOR William Tizgmpson Hanna Patented Dec. 3, 1940 PATEN OFFICE STOKER. William Thompson Hanna, Cincinnati, Ohio Original application June 18, 1928, .Serial No. 286,222." Divided and this application June 13,

1936, Serial No. 85,165

Y ,3 Claims. (01. 110-401) This invention relates to stokers for use on 10- comotives and steamboats, and more particularly to a conical type of Worm for use ina stoker wherein fuel is conveyed to a housing joining with a fuel entrance of a firebox, the conical worm being mounted within the housing generally below and to the rear of a ledge over which the fuel flows out of the housing to the fuel entrance. This case is a division of my copending application Serial No. 286,222, filed June 18, 1928, issued June 16, 1936, Patent Number 2,044,001.

One of the objects of the invention is to provide an improved type of conical worm for use in a stoker wherein conical worms are provided generally below and to the rear of a ledge of a conduit joining with a fuel entrance of a firebox.

This and other apparent objects and advantages same, taken substantially on a line 2--2 of Fig-.

ure 1;

Figure 3 is a horizontal section of the same, taken substantially on a line 3-3 of Figure 1;

Figure 4 is a side elevation partially in vertical longitudinal section, showing a stoker of this character coacting with a locomotive and a tender;

Figure 5 is a top plan view of the interior of the housing of Figure 1; and

Figure 6 is a vertical section taken on line 6-6 of Figure 3.

In the drawings, as shown in Figures 1 to 4, numeral i represents the backhead of a locomotive firebox having a conventional firing opening 2 within which is located fuel distributing mechanism, generally indicated at l8, for distributing fuel over the fire bed. Embracing this opening, and rigidly mounted on the backhead, is a fuel or fire door housing 3. Connected to the base of the housing, and forming a downwardly rearwardly projecting extension, is a conduit 4 through which fuel moves upwardly into housing 3. The extension 4 increases in cross-sectional area from its lower to upper extremities, so that fuel moving up through it is constantly relieved of pressure at its sides (see Figure 3) and tendency of the fuel to clog while passing therethrough is offset. Extending rearwardly from conduit 4 (Figure 4) is conduit 6, which in turn is connected to the front end of a hopper 8 be neath a tender 9. Suitable conveyors l in hopper 8, and 5 in conduit 6, serve to move the fuel forwardly into the housing 3.

The connections between hopper 8 and conduit6, and between conduit 8 and extension 4, are of the ball and socket type. The conduit 6, in addition, has a sliding joint in the extension 4. These joints provide a substantially universal joint connection between the conduit 6, hopper Band extension 4 whereby changes in the relative positions, or a displacement'of the tender from the locomotive, are accommodated.

As shown in Figure 4, conveyor 1 is driven by a gear I which is driven by a shaft H suitably mounted for rotation on the frame of the trough 3 and carrying a gear (not shown) which engages the gear l8. The shaft H has operative engagement with a steam motor, or other source of motive power, l2, through suitable connection as, for example, the telescopic shaft 13.

The housing 3 (Figure is provided with recesses generally indicated at HI and H2, respectively, formed in either side of the wall of the housing adjacent the backhead I. The recesses have conically shaped concave fuel-supporting surfaces I I3 and I I4, respectively, which surfaces intersect the forward wall 36 of the housing to form edges or ledges H5 and H6, respectively, over which fuel rising from the extension 4 flows into the recesses HI and H2.

The housing is provided at either side with cap plates I8 and I! in which are suitably journaled conical worms, or fuel-conditioning or manipulating devices, [4 and I5 suitably driven by gearing (not shown) mounted in the housings 5| and operated by gear levers 51 extending through openings 5 I (1. provided in the housings. The gearing is driven by motor l2 through suitable drive shafts 68. Each conical worm extends transversely of the housing or conduit and is recessed in its respective recess out of the direct path of the fuel. These worms improve the stoking efficlency of the stoker by insuring the flow of the fuel flowing to the distributing means in a regulated stream. They act upon the column of fuel rising in the housing to spread the fuel and transform it into form relatively thinner than the bulk of fuel in the conduit 4, and so regulate the presentation of the fuel to the firebox. In thinning the fuel in this manner its form is changed as to thickness, density, consistency, and so forth, and the fuel reaches the distributing mechanism in a manner conductive to efficient distribution over the fire. The worms effectively. shave or take fuel from the underside of the column and present it to the ledge 3a of the housing over which it flows to the distributing mechanism generally indicated at I8 and fully described in r'the above-mentioned patent.

Fuel guides 31 and 38 are also provided to regulate the efiective length of the ledge 3a.. The slides are manipulated by suitable handles 39 and 48, respectively, mounted at pivot points 4| and 42 on arms 3b extending from the housing.

In firing a locomotive firebox it is desirable to supply more fuel to the extreme sides of the firebed than to the central area thereof in order to maintain a uniform draft up through the firebed. To this end it is desirable to increase the fuel-handling capacity of the worms I4 and I over and above that which naturally attends their conical construction. In the present embodiment this is accomplished by providing additional vanes Ida and I5a on the worms I4 and I5, respectively, the auxiliary vanes being located at the enlarged (mounted) ends of the worms, but not extending to the free ends thereof. With this construction it is seen that the fuel-handling capacity of each worm is increased at its mounted end, which end supplies the fuel which goes to the sides of the firebox, and so delivers more fuel to the sides thereof.

As various embodiments might be made of this invention, and as various changes might be made in the construction herein described, all without departing from the scope of the invention, it is to be understood that all matter herein set forth or shown in the accompanying drawings is to be interpreted as illustrative and not in a limting sense.

I claim:

1. A locomotivestoker screw comprising, a

tapered fuel handling screw having a flight extending from its larger end to its smaller end and having an auxiliary flight at the larger end only to increase the fuel handling capacity of the screw at the larger end without increasing the fuel handling capacity at the smaller end. i 2'. A locomotive stoker screw comprising, a tapered fuel handling screw, said screw having a flight tapering from its larger end to its smaller end, and said screw being provided with means atits larger end only for increasing the fuel handling capacity thereof over and above the fuel handling capacity naturally attending the conical shape of the screw and without increasing the fuel handling capacity of the smaller end of the screw.

' 3. A locomotive stoker screw comprising, a tapered fuel handling screw, said screw being provided with means at its larger end only for increasing the fuel handling capacity thereof over and above .the fuel handling capacity naturally attending the conical shape of the screw and without'increasing the fuel handling capacity of the smaller end of the screw.

WILLIAM THOMPSON HANNA. 

